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[11 CVO Convertible]

did you measure squish on both sides of the wrist pins, I see you showed one side?

Were the original cylinders bored prior to putting in the build pistons?  You stated the cylinders were rough full of high / low spots.  If so, who did those and is per LSB is the heat to blame for the lows/high spots or is that a workmanship issue?

You stated the heads flowed 326 cfm at what lift .700?  

I did measure on both sides of the wrist pin.  No, the cylinders were the original bore with only 2,600 miles.  Hillside honed them to freshen them up.  LBP noticed when I took the cylinders the first time to get decked that the cylinders didn't look so hot, but didn't say anything since I didn't bring them there for that.  Mike says that stock Harley cylinders are horrible in stock form.  I don't get hung up on flow bench numbers, so I didn't even bother asking at what lift.  I'm sure it was either .650" or .700".

[11 CVO Convertible]

Also, some feedback on the Axtel 20° domed pistons....The pistons would be good for a 10.5:1 build as the domes are only 14cc's per Axtel (LBP measured 13.2cc's).  They have a huge dish in the center that reduces the volume, but also reduced the piston weight.  They don't have any anti-friction coating on the skirts.  The piston pins appear longer and heavier versus the stock and SE pistons.  Lastly, and unfortunately, they use the thicker rings (1/16" vs. 1.5mm).  They are made by JE and all and all appear to be a quality piston.

[HILLSIDECYCLE.COM]

did you measure squish on both sides of the wrist pins, I see you showed one side?

Were the original cylinders bored prior to putting in the build pistons?  You stated the cylinders were rough full of high / low spots.  If so, who did those and is per LSB is the heat to blame for the lows/high spots or is that a workmanship issue?

You stated the heads flowed 326 cfm at what lift .700?  

Those were flow tested/checked to .700" valve lift, Harold, to insure that they continue to run past the cams peak lift, and as far as high/low spots, they were round/straight, and again, were checked with a calibrated Mititoyo dial bore guage.
Hope that answers your ongoing questions, Harold.
Scott

[11 CVO Convertible]

I'm still waiting on getting the heads back from Lozano Brothers, but I did get some additional parts in today.  I decided to purchase the Hayden primary chain tensioner.  I wasn't happy with how tight the primary chain was when I took the cover off to drain the primary fluid, so this seemed like a great upgrade.  I will most likely purchase the new 2014 Harley SE compensator to go with it as mine was making noises with the 9F cam lope.  I read that the new 2014 tensioner has stiffer springs, so it should be a good upgrade.

I also purchased the 117" top end from TXCHOP on Harley Tech Talk.  It dynoed at 169 hp and 143 tq on JD's Cycle Works dyno with a Wood 68G cam.  The heart of the build is the Hurricane heads that have been worked over by Dan Baisley with his hybrid treatment.  The exhaust ports were raised about 1/2" and enlarged to accept a 2" exhaust pipe.  The ACR's were welded up and manual compression releases were installed.  I spoke with Dan and he didn't have the exact numbers on these heads, but just did a similar set of Hurricane heads that flowed 384 cfm on the intake and 307 cfm on the exhaust at .700" lift and at 26".  Along with this I purchased the Axtel 4.125" cylinders and pistons, 62mm throttle body, intake, air cleaner, billet rocker arm support, pushrods and the 1.7 Baisley geometry corrected rocker arms.  For now, these parts are going to sit, but I'd like to put them on this bike when I get tired of this motor.  They are full of carbon, so nothing much can be seen until I get them cleaned up.


 




TXCHOP's 117" Dyno:

[Lever]

wow impressive  build  for sure  ...looking forward in see the end results  thanks for sharing 

[11 CVO Convertible]

I spoke with Mike at Lozano's and he said the heads were finished today.  I didn't have time to make it there, but I'll pick everything next week.  Compression came in at 11.3:1 when all the final measurements were taken.

I picked up the new compensator along with the special $40 adhesive from Harley today.  The new design features a lot of extra oiling via centrifugal oiling.  Overall the design is pretty slick.  The only thing that has me worried is the undercut for oiling in the shaft extension.  It looks like it with make the last 1/8" of the shaft with spines very weak and prone to cracking.  The bolt takes a T-70 Torxs.  I ran around town for 2.5 hours looking for a T-70 bit.  I finally decided to try Harbor Freight and they had it in a impact set of 1/2" drive Torx bits.  Harbor Freight is becoming just like WalMart....a necessary evil.

[Lever]

wow the new compensator looks good... hopefully Harley has this issue fix finally, can't wait for you to give us reviews on it ...thanks for posting good pics

[GMR-PERFORMANCE]

We are testing one as well look forward to seeing how it works for you. Any final dyno numbers on that set up yet?

[11 CVO Convertible]

Still not together....next weekend should be the motor build.  Hopefully two weeks from tomorrow I'll have it back on the dyno (as long as Mike has time that Saturday).

[GMR-PERFORMANCE]

Looking to see how it does if you cannot get the time frame to work out let me know if I can help

[Lever]

just wondering to you purchased the rotor assembly  also with new comp.?

[GMR-PERFORMANCE]

new kit does not have rotor, most times from what we have seen the front of the rotor has damage and will need to be replaced.

[11 CVO Convertible]

Hmmmm.....I hope not.  I only have 2,600 mile and it really wasn't acting up until the slight knocking sound at idle with the addition of the 9F.


On another note, I purchased the Progressive Monotube fork kit.  I'm starting with the front suspension due to the extreme diving during breaking.  The front kit is pretty cheap (picked it up off eBay for $255 shipped).  I'm going to wait to do the rear as they are a lot more money.

[Lever]

the rotor has been redesign I think you will need it  as well with new comp.

[11 CVO Convertible]

the rotor has been redesign I think you will need it  as well with new comp.

Nope, it's the same.  If you have a non-CVO you will have to upgrade the rotor, but mine has the appropriate rotor.